COOLING SYSTEM FOR DRIVING MOTOR OF NEW ENERGY AUTOMOBILE

Description

FIELD OF THE INVENTION

[0001] The present invention relates to a cooling system for a drive motor, and specifically to a cooling system for a drive motor for an alternative fuel vehicle.

BACKGROUND OF THE INVENTION

[0002] Alternative fuel vehicles have become the mainstream direction of future automotive technology development, with the rapid development of alternative fuel vehicle drive technology, the market has gradually increased the requirements for all aspects of the alternative fuel vehicle drive system. As one of the core components of the drive system, the drive motor needs to meet the increasingly stringent vehicle drive requirements under the condition of continuously reducing the size, weight and cost, which poses a huge challenge to the cooling system of the drive motor. Conventional drive motor cooling methods are water-cooled or oil-cooled. In the water-cooled solution, the coolant does not come into direct contact with the heat-generating parts of the drive motor, and the cooling efficiency is low, which is not suitable for high power density drive motors. In the oil-cooled solution, the cooling oil is sprayed to the end of the stator winding of the drive motor through the oil hole of the oil injection tube, and the heat of the stator winding of the drive motor is directly removed, and the cooling efficiency is high. However, the distribution of the oil holes on the oil injection tube and its own processing accuracy will affect the oil injection efficiency of the oil injection tube, which in turn directly affects the cooling effect of the cooling oil on the drive motor. In addition, how to guarantee the sealing effect at the entrance of the oil injection tube has become one of the challenges in the oil cooling solution.

[0003] CN203747551U discloses a liquid-cooled housing for an electric bus drive motor. The housing includes an inner cylinder, an outer cylinder, and a liquid-cooled chamber between the inner cylinder and the outer cylinder. A water inlet and a water outlet are arranged on the outer cylinder. A plurality of tendons are arranged along the axial direction between the inner barrel and the outer barrel. The fascia divides the liquid-cooled chamber into a plurality of interoperable circulation waterways. A ridge-shaped heat sink is arranged in this circulation waterway.

[0004] CN104518614A discloses a liquid-cooled cooling device for a drive motor. The cooling device includes: a first housing body, a second housing body, a water inlet and a water outlet. A plurality of cavities are arranged between an inner wall and an outer wall of the first housing body in an axial direction. A recess for connecting adjacent cavities is arranged on the end face of the first housing body. The adjacent recesses are located at different ends of the first housing body to form an S-shaped channel together with the plurality of cavities. A plurality of hollow projections are arranged on the outer side of the inner wall and on the inner side of the outer wall of the first housing body.

[0005] In summary, reducing the size and weight of the drive motor, improving the cooling capacity and reliability of the cooling system as well as reducing the cost of the cooling system are the technical problems to be solved.

[0006] JP2009022145A and US2011/234029A1 disclose drive motors with a cooling system comprising diversion regions and convergence regions.

SUMMARY

[0007] In order to solve the above technical problems, the present application discloses a cooling system for a drive motor of an alternative fuel vehicle, the features of which are recorded in the claims.

[0008] Based on the requirement of miniaturization and light weight of drive motors for alternative fuel vehicles, this application proposes a cooling solution in which the coolant directly contacts the stator core and the end of the stator winding. This application removes the additional cooling housing used in the cooling system of a conventional drive motor, allowing the cooling capacity to be increased and the size of the motor to be reduced.

[0009] Based on the requirement of reliability of drive motors for alternative fuel vehicles, in this application, the stator is formed by a lamination of the core punch, which ensures uniform coolant shunting while reducing the flow resistance of the coolant. The cooling structure for the end of the stator winding consists of a combination of a flow guiding hood and an flow accumulating hood, which is open cooling without strict sealing requirements and without the risk of clogging. The combination of the two increases the reliability of the cooling system.

[0010] Based on the low-cost requirements of drive motors for alternative fuel vehicles, in this application, the direct cooling structure is formed by staggering the core punches without additional machining of the stator, and the proposed direct cooling structure for the stator requires only up to two different core punches and no separate cooling housing, which makes the mechanical structure simpler and does not require additional machining of the die. Cooling structures for the ends of the stator windings (e.g., flow guiding hood and flow accumulating hood) have wider material requirements and lower machining accuracy requirements. The combination of the two can reduce costs.

BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The foregoing and other aspects of the present application will be more fully understood and appreciated by the following detailed description made with reference to the accompanying drawings, in which:

FIG. 1 is a perspective view of a cooling system for a drive motor of an alternative fuel vehicle according to a typical embodiment of the present application;

FIG. 2 is a diagram of the direction of the coolant flow in the cooling system of FIG. 1;

FIG. 3 is a partially enlarged diagram of the flow guiding configuration and convergence port of the cooling system for the drive motor of FIG. 1;

FIGS. 4a and 4b are diagrams of the core punch of the drive motor of FIG. 1;

FIG. 5 is a partially enlarged diagram of the core punch in FIG. 4b;

FIG. 6 is a diagram of the circumferential expansion of the outer circumference of the stator core of FIG. 1;

FIG. 7 is a partially enlarged diagram of the diversion region on the outer periphery of the stator core of FIG. 6;

FIGS. 8a and 8b are diagrams of the circumferential expansion of the outer circumference of a stator core according to other embodiments;

FIGS. 9a and 9b are diagrams of a second core punch according to other embodiments;

FIG. 10 is a diagram of a cooling structure for cooling the end windings of the cooling system of FIG. 1; and

FIG. 11 is a diagram of a flow guiding hood according to other embodiments.

DETAILED DESCRIPTION OF EMBODIMENTS

[0012] To assist those skilled in the art in understanding precisely the subject matter claimed to be protected by this application, specific embodiments of the application are described in detail below in connection with the accompanying drawings.

[0013] FIG. 1 is a perspective diagram of a cooling system for a drive motor for an alternative fuel vehicle according to an exemplary embodiment of the present application. The transverse drive motor 1 includes a motor housing 2, a stator core 3 arranged in the motor housing 2 (see FIG. 2) and a stator winding 4 arranged inside the stator core 3. The cooling system includes a flow guiding configuration 5 (see FIG. 2), a flow guiding hood 6, a flow accumulating hood 7, a coolant inlet 8, a convergence port 9 (see FIG. 2) and a coolant outlet 10 (see FIG. 10).

[0014] FIG. 2 is a diagram of the direction of the coolant flow in the cooling system of FIG. 1. The flow guiding configuration 5 is positioned at the outer periphery of the stator core 3 of the drive motor 1 or at the inner periphery of the motor housing 2 for directing the coolant flow through the outer periphery of the stator core 3 to cool the stator core 3. The flow guiding configuration 5 comprises alternately arranged diversion regions 51 and convergence regions 52.

[0015] The flow guiding hood 6 is mounted to the end pressure plate on the end of stator core 3 by means of a mounting catch 11 arranged thereon. The flow guiding hood 6 is used to direct the coolant flow flowing into the flow guiding hood towards the ends of the stator windings 4 to cool them. The flow guiding hood 6 covers only a portion of the end portion of the stator core 3, and the flow guiding hood 6 extends along the axial direction of the stator core 3 for a distance less than the end portion of the stator winding 4 extends along the axial direction of the stator core 3 outside the stator core 3, thereby allowing the coolant flowing from the flow guiding hood 6 to fully contact the end portion of the stator winding 4 and improving cooling efficiency.

[0016] The flow accumulating hood 7 is mounted to the motor housing 2 or to an end pressure plate on the end of the stator core 3 by means of a mounting catch 11 arranged thereon, extending away from the end of the stator core 3 and gradually converging along the axial direction of the stator core 3. The flow accumulating hood 7 is used to receive the coolant falling from the end of the stator winding 4. The flow accumulating hood 7 covers only a lower portion of the end portion of the stator core 3, and the flow accumulating hood 7 extends along the axial direction of the stator core 3 for a greater distance than the end portion of the stator winding 4 extends along the axial direction of the stator core 3 outside the stator core 3, such that the coolant falling from the end portion of the stator winding 4 is substantially received by the flow accumulating hood 7.

[0017] A coolant inlet 8 is arranged in a convergence region 52 in the inflow structure for introducing the coolant from outside the cooling system to the outer periphery of the stator core 3. The convergence port 9 is used to allow the coolant to flow from the outer circumference of the stator core 3 to the flow guiding hood 6. One or more coolant outlets 10 are arranged at the bottom of the flow accumulating hood 7 for exporting the coolant from the flow accumulating hood to avoid prolonged immersion of the coolant in the drive motor 1 during deactivation of the drive motor 1.

[0018] The coolant enters the motor housing 2 via the coolant inlet 8 under the action of the highpressure pump and subsequently flows on the outer periphery of the stator core 3 to the convergence port 9 and to the flow guiding hood 6, from which it finally descends to the end of the stator winding 4. The coolant falling from the end of the stator winding 4 is substantially received by the flow accumulating hood 7. The coolant can then be exported from the cooling system via the coolant outlet 10.

[0019] FIG. 3 is a partially enlarged diagram of a flow-conducting structure of the cooling system of the drive motor of FIG. 1. In the case where the flow guiding configuration 5 is formed by a slot or hole arranged in the stator core 3, the flow guiding configuration 5 is formed by the stator core 3 by a lamination of a first core punch 32, while the convergence port 9 may be formed by a lamination of a second core punch 31. In this embodiment, the end of the stator core 3 (i.e., the convergence port 9) is formed by the first core punch 31, while according to the invention, the end of the stator core 3 (i.e., the convergence port 9) is formed by a stator core end pressure plate arranged with a hole or slot. The portion between the ends of the stator core 3 (i.e., the flow guiding configuration 5) is formed by alternating stacks of second core punches 32. The adjacent second core punches are deflected by a first circumferential angle between them along the circumference direction of the stator core 3.

[0020] FIG. 4a is a diagram of a first core punch. The first core punch 31 is annular in shape and is arranged with holes extending along its circumference direction near the outer periphery for forming a convergence port 9. One or more convergence ports 9 may be arranged.

[0021] FIG. 4b is a diagram of a second core punch. The second core punch 32 is annular in shape and is arranged with tabs 321 protruding radially on the outer periphery and slots arranged between the tabs for forming a diversion region 51 and a convergence region 52

[0022] FIG. 5 is a partially enlarged diagram of the core punch in FIG. 4b. The diversion region 51 includes a plurality of sub-diversion regions. Tabs 321 arranged at the outer periphery of the second core punch 32 are centrally distributed in said plurality of sub-diversion regions. Each tab 321 extends a second circumferential angle α in a circumferential direction. The angle between corresponding sides of adjacent tabs 321 is a third circumferential angle β. The angle between adjacent sub-diversion regions is a fourth circumferential angle γ. n tabs 321 are included in each sub-diversion region. The cooling system satisfies: γ > (n - 1) * β + α.

[0023] FIG. 6 is a diagram of the circumferential expansion of the outer circumference of the stator core in FIG. 1. During flow through the flow guiding configuration 5 at the outer periphery of the stator core 3, the coolant is subdivided into multiple paths and flows in parallel in the diversion region 51. The coolant then converges in the convergence region 52 and finally flows out of the convergence port 9. Each parallel branch is of the same length and has the same resistance to interlaced disturbance flow. The multiple parallel paths ensure an even distribution of the coolant while reducing the resistance to the coolant flow.

[0024] FIG. 7 is a partially enlarged diagram of the diversion region on the outer circumference of the stator core in FIG. 6. The coolant impinges on the staggered tabs 321 thereby performing complex fluid motion and increasing the heat dissipation coefficient of the coolant relative to the heat transfer surface on the outer circumference of the stator core 3, resulting in a significant increase in heat dissipation efficiency.

[0025] FIGS. 8a and 8b are diagrams of the circumferential expansion of the outer circumference of the stator core according to other embodiments. The number and grouping of tabs 321 on the second core punch 32 can be varied according to practical needs (e.g., the size and power rating of the drive motor 1, etc.).

[0026] FIG. 9a is a diagram of a second embodiment of the second core punch. In the second embodiment, the second core punch 32 is annular in shape. A slot arranged on the second core punch 32 is used to form a convergence region 52. A tab 321 arranged on the second core punch 32 extends in a circumferential direction and includes a plurality of holes therein. Said plurality of holes includes a short hole 322 and a medium-length hole 323 for forming a diversion region 51. The circumferential angle between adjacent holes is a second circumferential angle α.The circumferential angle of the short hole 322 is the difference between a third circumferential angle β and the second circumferential angle α. The circumferential angle of the medium-length hole 323 is a fourth circumferential angle γ.

[0027] FIG. 9b is a diagram of a third embodiment of the second core punch. In the third embodiment, the second core punch 32 is annular in shape. The slots arranged on the second core punch 32 are at the uppermost and lowermost along the vertical direction. Tabs 321 extend from the uppermost slot to the lowermost slot along the circumferential direction. The tab 321 includes a short hole 322, a medium-length hole 323 and a long hole 324. The short hole 322 and the medium-length hole 323 are used to form a diversion region 51, while the long hole 324 and the uppermost and lowermost slots along the vertical direction are used to form a convergence region 52. The circumferential angle between adjacent holes in the tab 321 is a second circumferential angle α. The circumferential angle of the short hole 322 is the difference between a third circumferential angle β and the second circumferential angle α. The circumferential angle of the medium-length hole 323 is a fourth circumferential angle γ.

[0028] FIG. 10 is a diagram of a cooling structure for cooling the end windings of the cooling system of FIG. 1. The flow guiding hood 6 comprises a diversion boss 61 arranged close to the convergence port 9 and comprising a plurality of diversion ribs protruding from the inner surface of the flow guiding hood 6 towards the outer circumference of the stator core 3. The diversion ribs are used to evenly disperse the coolant flowing through the convergence port 9 over the entire circumferential area of the flow guiding hood 6.

[0029] The flow guiding hood includes a plurality of flow guiding strips 62 which protrude along the inner surface of the flow guiding hood and extend from the flow guiding hood 6 toward the flow accumulating hood 7 for causing the coolant flowing from the convergence port to flow along the orientation of the flow guiding hood 6 and the flow guiding strips 62 and fall uniformly to the ends of the stator windings 4.

[0030] There are no special sealing requirements for the installation of the flow guiding hood 6 and the flow accumulating hood 7, and they are installed as follows: first, a mounting catch 11 is arranged at the position where the two are in contact with the end of the motor housing 2 or the stator core 3, and corresponding holes are arranged on the end of the motor housing 2 or the stator core 3 for mounting and fixing; then an end ring is arranged at the end of the stator core 3, and the flow guiding hood 6 and the flow accumulating hood 7 are attached to the end ring.

[0031] FIG. 11 is a diagram of a flow guiding hood according to other embodiments. The number, angle and spacing of the flow guiding strips 62 can be varied to accommodate different cooling needs of the ends of the stator winding 4.

[0032] Although the present application is shown and described based on particular embodiments, the present application is not limited to the details shown. Rather, various details of the present application may be adapted within the scope of the claims.

Claims

1. A drive motor (1) of an alternative fuel vehicle including a cooling system, wherein said drive motor comprises a motor housing (2), a stator core (3) arranged in said motor housing (2), and a stator winding (4) arranged inside said stator core (3), wherein said stator core (3) is formed by a lamination of core punches (31, 32),
said cooling system comprises:

a flow guiding configuration (5) positioned at the outer periphery of said stator core (3), forming a connected space by means of a hole or slot in the outer periphery of said stator core (3) or in the inner wall of said motor housing (2) for directing the coolant flow at the outer periphery of said stator core (3) to cool said stator core (3), said flow guiding configuration (5) comprising alternately arranged diversion regions (51) and convergence regions (52), so that the coolant flow is subdivided into multiple paths and flows in parallel in the diversion regions (51) and converges into a single path in the convergence regions (52);

one or more coolant inlets (8) arranged on said motor housing (2) in connection with said convergence regions (52), for introducing the coolant from outside said cooling system to the outer periphery of said stator core (3);

a flow guiding hood (6) mounted in said motor housing (2), extending away from said stator core (3) from the end of said stator core (3) and gradually converging along the axial direction of said stator core (3), for directing the coolant flow to the end of said stator winding (4) to cool the end of said stator winding (4), wherein said flow guiding hood (6) covers only a portion of an upper part of an end of said stator core (3) along the vertical direction, and wherein said flow guiding hood (6) extends a distance along the axial direction of said stator core (3) less than the distance that said end of said stator winding (4) extends along the axial direction of said stator core (3) outside of said stator core (3); and

a convergence port (9) positioned in the upper part of the end of said stator core (3) along the vertical direction, for allowing the passage of the coolant in said flow guiding configuration (5) to allow the coolant flow from the outer periphery of said stator core (3) to said flow guiding hood (6),

characterized in that

said flow guiding hood (6) is a hollow structure and comprises a plurality of diversion bosses (61) and a plurality of flow guiding strips (62) for uniformly dispersing the coolant flowing into said flow guiding hood (6) into a circumferential area inside said flow guiding hood (6) along the orientation of said flow guiding hood (6),

wherein said flow guiding hood (6) is attached to an end pressure plate arranged on the end of said stator core (3),

wherein said coolant in said flow guiding hood (6) flows from said stator core (3) via holes or slots arranged in said end pressure plate and flows in the direction of said stator winding (4) by the combined action of said diversion bosses (61), said flow guiding strips (62) and gravity, and

wherein said end pressure plate is formed by a lamination of said core punches (31, 32).

2. The drive motor (1) of an alternative fuel vehicle according to claim 1, wherein said cooling system further comprises:

a flow accumulating hood (7) mounted in said motor housing (2) and attached to an end pressure plate on the end of said stator core (3), extending away from said stator core (3) from the end of said stator core (3) and gradually converging along the axial direction of said stator core (3), for receiving a portion of the coolant falling from the end of said stator winding (4), wherein said flow accumulating hood (7) only covers a portion of the lower part of the end of said stator core (3) along the vertical direction, said flow accumulating hood (7) extends along the axial direction of the stator core (3) for a greater distance than the end portion of said stator winding (4) extends along the axial direction of said stator core (3) outside said stator core (3); and

a coolant outlet (10) arranged at the bottom of said flow accumulating hood (7) for exporting the coolant from said flow accumulating hood (7) to avoid prolonged immersion of the coolant in said drive motor during the cessation of operation of said drive motor,

wherein said flow accumulating hood (7) is configured such that the coolant therein flows from said coolant outlet (10), or such that the coolant overflows from said flow accumulating hood (7) after filling said flow accumulating hood (7).

3. The drive motor (1) of an alternative fuel vehicle according to claim 2,
wherein said flow guiding strips (62) protrude from the interior of said flow guiding hood (6) along the inner surface of said flow guiding hood (6) and extend toward said flow accumulating hood (7) for causing the coolant passing through said diversion bosses (61) to flow along the orientation of said flow guiding hood (6) or said flow guiding strips (62) and fall to the end of said stator winding (4).

4. The drive motor (1) of an alternative fuel vehicle according to any one of claims 1 to 3, wherein the coolant in said flow guiding hood (6) is distributed directly by a motor oil pump.

5. The drive motor (1) of an alternative fuel vehicle according to any one of claims 1 to 3, wherein:

said core punches (31, 32) are annular in shape, and

said flow guiding configuration (5) is formed by a lamination of said core punches (31, 32) to allow coolant to flow around the outer perimeter of said core punches (31, 32).

6. The drive motor (1) of an alternative fuel vehicle according to claim 5, wherein:

adjacent said core punches (31, 32) are deflected by a first circumferential angle along the circumference direction of said stator core (3), and

said core punches (31, 32) are arranged with tabs on their outer circumference for forming said diversion regions (51).

7. The drive motor (1) of an alternative fuel vehicle according to claim 6, wherein:

said diversion regions (51) comprise a plurality of sub-diversion regions, said tabs are centrally distributed in said plurality of sub-diversion regions, the number of said tabs included in each sub-diversion region is n being not less than 2,

each of said tabs extends a second circumferential angle (α) along the circumferential direction,

the angle between the corresponding sides of adjacent said tabs is a third circumferential angle (β), and

the angle between adjacent said sub-diversion regions is a fourth circumferential angle (γ).

8. The drive motor (1) of an alternative fuel vehicle according to claim 7, wherein:

said cooling system is configured to satisfy: γ > (n - 1) * β + α, n ≥ 2, and

said convergence regions (52) extend along the circumference direction at a circumferential angle not less than the fourth circumferential angle.

9. The drive motor (1) of an alternative fuel vehicle according to claim 8, wherein adjacent said diversion regions (51) are spaced from each other at a circumferential angle for forming said convergence regions (52).

10. The drive motor (1) of an alternative fuel vehicle according to claim 7, wherein:

said core punches (31, 32) are arranged with slots for forming said convergence regions (52),

said tabs arranged on said core punches (31, 32) extend in a circumferential direction and comprise a plurality of holes therein, said plurality of holes comprising a short hole (322) and a medium-length hole (323) for forming said diversion regions (51),

the circumferential angle between adjacent said holes is a second circumferential angle (α),

the circumferential angle of said short hole (322) is the difference between said third circumferential angle (β) and said second circumferential angle, and

the circumferential angle of said mid-length hole is a fourth circumferential angle (γ).

11. The drive motor (1) of an alternative fuel vehicle according to claim wherein:

said core punches (31, 32) are arranged with two slots, said tabs extending in a circumferential direction from one said slot to the another said slot, said tabs comprising a short hole (322), a medium-length hole (323) and a long hole (324),

said short hole (322) and said medium-length hole (323) are used for forming said diversion regions (51),

said long hole (324) and said slot are used for forming said convergence regions (52),

the circumferential angle between adjacent said holes in said tabs is a second circumferential angle (α),

the circumferential angle of said short hole (322) is the difference between said third circumferential angle (β) and said second circumferential angle, and

the circumferential angle of said mid-length hole is a fourth circumferential angle (γ).

12. The drive motor (1) of an alternative fuel vehicle according to any one of claims 1 to 3, wherein said flow guiding configuration (5) comprises tabs machined on the inner side of said motor housing (2) to allow coolant to flow on the inner side of said motor housing (2).

Ansprüche

1. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff, ein Kühlsystem enthaltend, wobei der Antriebsmotor ein Motorgehäuse (2), einen in dem Motorgehäuse (2) angeordneten Statorkern (3) und eine innerhalb des Statorkerns (3) angeordnete Statorwicklung (4) umfasst, wobei der Statorkern (3) durch eine Schichtung von Kernstempeln (31, 32) ausgebildet ist, wobei das Kühlsystem Folgendes umfasst:

eine Stromführungskonfiguration (5), die an dem Außenrand des Statorkerns (3) positioniert ist und einen verbundenen Raum mittels eines Lochs oder Schlitzes in dem Außenrand des Statorkerns (3) oder in der Innenwand des Motorgehäuses (2) ausbildet, um den Kühlmittelstrom an dem Außenrand des Statorkerns (3) zu leiten, um den Statorkern (3) zu kühlen, wobei die Stromführungskonfiguration (5) abwechselnd angeordnete Umlenkregionen (51) und Konvergenzregionen (52) umfasst, sodass der Kühlmittelstrom in mehrere Wege unterteilt ist und in den Umlenkregionen (51) parallel strömt und in den Konvergenzregionen (52) zu einem einzigen Weg konvergiert;

einen oder mehrere Kühlmitteleinlässe (8), die an dem Motorgehäuse (2) in Verbindung mit den Konvergenzregionen (52) angeordnet sind, um das Kühlmittel von außerhalb des Kühlsystems zu dem Außenrand des Statorkerns (3) einzuführen;

eine Stromführungshaube (6), die in dem Motorgehäuse (2) montiert ist und sich von dem Statorkern (3) von dem Ende des Statorkerns (3) weg erstreckt und allmählich entlang der axialen Richtung des Statorkerns (3) konvergiert, um den Kühlmittelstrom zu dem Ende der Statorwicklung (4) zu leiten, um das Ende der Statorwicklung (4) zu kühlen, wobei die Stromführungshaube (6) nur einen Abschnitt eines oberen Teils eines Endes des Statorkerns (3) entlang der vertikalen Richtung abdeckt und wobei sich die Stromführungshaube (6) um eine Strecke entlang der axialen Richtung des Statorkerns (3) erstreckt, die geringer ist als die Strecke, um die sich das Ende der Statorwicklung (4) entlang der axialen Richtung des Statorkerns (3) außerhalb des Statorkerns (3) erstreckt; und

eine Konvergenzöffnung (9), die in dem oberen Teil des Endes des Statorkerns (3) entlang der vertikalen Richtung positioniert ist, um das Durchtreten des Kühlmittels in der Stromführungskonfiguration (5) zu ermöglichen, um den Kühlmittelstrom von dem Außenrand des Statorkerns (3) zu der Stromführungshaube (6) zu ermöglichen,

dadurch gekennzeichnet, dass die Stromführungshaube (6) eine hohle Struktur ist und eine Vielzahl von Umlenkvorsprüngen (61) und eine Vielzahl von Stromführungsleisten (62) zum gleichmäßigen Verbreiten des in die Stromführungshaube (6) strömenden Kühlmittels in einen umlaufenden Bereich innerhalb der Stromführungshaube (6) entlang der Ausrichtung der Stromführungshaube (6) umfasst,

wobei die Stromführungshaube (6) an einer Enddruckplatte angebracht ist, die an dem Ende des Statorkerns (3) angeordnet ist,

wobei das Kühlmittel in der Stromführungshaube (6) von dem Statorkern (3) über Löcher oder Schlitze strömt, die in der Enddruckplatte angeordnet sind, und durch die kombinierte Wirkung der Umlenkvorsprünge (61), der Stromführungsleisten (62) und Schwerkraft in die Richtung der Statorwicklung (4) strömt und

wobei die Enddruckplatte durch eine Schichtung der Kernstempel (31, 32) ausgebildet ist.

2. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach Anspruch 1, wobei das Kühlsystem ferner Folgendes umfasst:

eine Stromsammelhaube (7), die in dem Motorgehäuse (2) montiert und an einer Enddruckplatte an dem Ende des Statorkerns (3) angebracht ist und sich von dem Statorkern (3) von dem Ende des Statorkerns (3) weg erstreckt und allmählich entlang der axialen Richtung des Statorkerns (3) konvergiert, um einen Abschnitt des Kühlmittels aufzunehmen, das von dem Ende der Statorwicklung (4) fällt, wobei die Stromsammelhaube (7) nur einen Abschnitt des unteren Teils des Endes des Statorkerns (3) entlang der vertikalen Richtung abdeckt, wobei sich die Stromsammelhaube (7) entlang der axialen Richtung des Statorkerns (3) um eine größere Strecke erstreckt, als sich der Endabschnitt der Statorwicklung (4) entlang der axialen Richtung des Statorkerns (3) außerhalb des Statorkerns (3) erstreckt; und

einen Kühlmittelauslass (10), der am Boden der Stromsammelhaube (7) angeordnet ist, um das Kühlmittel aus der Stromsammelhaube (7) herauszuführen, um eine längere Immersion des Kühlmittels in dem Antriebsmotor während des Stillstands des Betriebs des Antriebsmotors zu vermeiden,

wobei die Stromsammelhaube (7) derart konfiguriert ist, dass das Kühlmittel darin aus dem Kühlmittelauslass (10) strömt, oder derart, dass das Kühlmittel von der Stromsammelhaube (7) nach dem Füllen der Stromsammelhaube (7) überströmt.

3. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach Anspruch 2,
wobei die Stromführungsleisten (62) von dem Inneren der Stromführungshaube (6) entlang der Innenoberfläche der Stromführungshaube (6) vorstehen und sich zu der Stromsammelhaube (7) erstrecken, um zu bewirken, dass das Kühlmittel, das durch die Umlenkvorsprünge (61) durchtritt, entlang der Ausrichtung der Stromführungshaube (6) oder der Stromführungsleisten (62) strömt und zu dem Ende der Statorwicklung (4) fällt.

4. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach einem der Ansprüche 1 bis 3, wobei das Kühlmittel in der Stromführungshaube (6) direkt durch eine Motorölpumpe verteilt wird.

5. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach einem der Ansprüche 1 bis 3, wobei:

die Kernstempel (31, 32) ringförmig sind und

die Stromführungskonfiguration (5) durch eine Schichtung der Kernstempel (31, 32) ausgebildet ist, um zu ermöglichen, dass Kühlmittel um den Außenumkreis der Kernstempel (31, 32) strömt.

6. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach Anspruch 5, wobei:

benachbarte Kernstempel (31, 32) um einen ersten Umfangswinkel entlang der Umfangsrichtung des Statorkerns (3) abgelenkt sind und

die Kernstempel (31, 32) an ihrem Außenumfang mit Laschen zum Ausbilden der Umlenkregionen (51) angeordnet sind.

7. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach Anspruch 6, wobei:

die Umlenkregionen (51) eine Vielzahl von Unterumlenkregionen umfassen, die Laschen in der Vielzahl von Unterumlenkregionen zentral verteilt sind, die Anzahl der in jeder Unterumlenkregion enthaltenen Laschen n ist, das nicht kleiner als 2 ist,

jede der Laschen sich um einen zweiten Umfangswinkel (α) entlang der Umfangsrichtung erstreckt,

der Winkel zwischen den entsprechenden Seiten benachbarter Laschen ein dritter Umfangswinkel (β) ist und

der Winkel zwischen benachbarten Unterumlenkregionen ein vierter Umfangswinkel (γ) ist.

8. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach Anspruch 7, wobei:

das Kühlsystem so konfiguriert ist, dass es Folgendes erfüllt: γ > (n - 1) * β + α, n ≥ 2, und

die Konvergenzregionen (52) sich entlang der Umfangsrichtung in einem Umfangswinkel erstrecken, der nicht kleiner als der vierte Umfangswinkel ist.

9. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach Anspruch 8, wobei benachbarte Umlenkregionen (51) in einem Umfangswinkel voneinander beabstandet sind, um die Konvergenzregionen (52) auszubilden.

10. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach Anspruch 7, wobei:

die Kernstempel (31, 32) mit Schlitzen zum Ausbilden der Konvergenzregionen (52) angeordnet sind,

die an den Kernstempeln (31, 32) angeordneten Laschen sich in einer Umfangsrichtung erstrecken und eine Vielzahl von Löchern darin umfassen, wobei die Vielzahl von Löchern ein kurzes Loch (322) und ein mittellanges Loch (323) zum Ausbilden der Umlenkregionen (51) umfasst,

der Umfangswinkel zwischen benachbarten der Löcher ein zweiter Umfangswinkel (α) ist,

der Umfangswinkel des kurzen Lochs (322) die Differenz zwischen dem dritten Umfangswinkel (β) und dem zweiten Umfangswinkel ist und

der Umfangswinkel des mittellangen Lochs ein vierter Umfangswinkel (γ) ist.

11. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach Anspruch 7, wobei:

die Kernstempel (31, 32) mit zwei Schlitzen angeordnet sind, wobei sich die Laschen in einer Umfangsrichtung von dem einem Schlitz zu dem anderen Schlitz erstrecken, wobei die Laschen ein kurzes Loch (322), ein mittellanges Loch (323) und ein langes Loch (324) umfassen,

das kurze Loch (322) und das mittellange Loch (323) zum Ausbilden der Umlenkregionen (51) verwendet werden,

das lange Loch (324) und der Schlitz zum Ausbilden der Konvergenzregionen (52) verwendet werden,

der Umfangswinkel zwischen benachbarten der Löcher in den Laschen ein zweiter Umfangswinkel (α) ist,

der Umfangswinkel des kurzen Lochs (322) die Differenz zwischen dem dritten Umfangswinkel (β) und dem zweiten Umfangswinkel ist und

der Umfangswinkel des mittellangen Lochs ein vierter Umfangswinkel (γ) ist.

12. Antriebsmotor (1) eines Fahrzeugs mit alternativem Kraftstoff nach einem der Ansprüche 1 bis 3,
wobei die Stromführungskonfiguration (5) Laschen umfasst, die an der Innenseite des Motorgehäuses (2) maschinell hergestellt sind, um zu ermöglichen, dass Kühlmittel an der Innenseite des Motorgehäuses (2) strömt.

Revendications

1. Moteur d'entraînement (1) d'un véhicule à carburant alternatif comprenant un système de refroidissement, dans lequel ledit moteur d'entraînement comprend un carter de moteur (2), un noyau de stator (3) agencé dans ledit carter de moteur (2), et un enroulement de stator (4) agencé à l'intérieur dudit noyau de stator (3), dans lequel ledit noyau de stator (3) est formé par une lamination de tôles magnétiques (31, 32),
ledit système de refroidissement comprend :

une configuration de guidage d'écoulement (5) positionnée à la périphérie externe dudit noyau de stator (3), formant un espace connecté au moyen d'un trou ou d'une fente dans la périphérie externe dudit noyau de stator (3) ou dans la paroi interne dudit carter de moteur (2) pour diriger l'écoulement de liquide de refroidissement à la périphérie externe dudit noyau de stator (3) afin de refroidir ledit noyau de stator (3), ladite configuration de guidage d'écoulement (5) comprenant des régions de déviation (51) et des régions de convergence (52) agencées en alternance, de sorte que l'écoulement de liquide de refroidissement soit subdivisé en plusieurs trajets et s'écoule en parallèle dans les régions de déviation (51) et converge en un seul trajet dans les régions de convergence (52) ;

une ou plusieurs entrées de liquide de refroidissement (8) agencées sur ledit carter de moteur (2) en connexion avec lesdites régions de convergence (52), pour introduire le liquide de refroidissement depuis l'extérieur dudit système de refroidissement à la périphérie externe dudit noyau de stator (3) ;

un capot de guidage d'écoulement (6) monté dans ledit carter de moteur (2), s'éloignant dudit noyau de stator (3) à partir de l'extrémité dudit noyau de stator (3) et convergeant progressivement le long de la direction axiale dudit noyau de stator (3), pour diriger l'écoulement de liquide de refroidissement vers l'extrémité dudit enroulement de stator (4) afin de refroidir l'extrémité dudit enroulement de stator (4), dans lequel ledit capot de guidage d'écoulement (6) ne couvre qu'une portion d'une partie supérieure d'une extrémité dudit noyau de stator (3) le long de la direction verticale, et dans lequel ledit capot de guidage d'écoulement (6) s'étend sur une distance le long de la direction axiale dudit noyau de stator (3) inférieure à la distance sur laquelle ladite extrémité dudit enroulement de stator (4) s'étend le long de la direction axiale dudit noyau de stator (3) à l'extérieur dudit noyau de stator (3) ; et

un orifice de convergence (9) positionné dans la partie supérieure de l'extrémité dudit noyau de stator (3) le long de la direction verticale, pour permettre le passage du liquide de refroidissement dans ladite configuration de guidage d'écoulement (5) afin de permettre l'écoulement du liquide de refroidissement de la périphérie extérieure dudit noyau de stator (3) vers ledit capot de guidage d'écoulement (6),

caractérisé en ce que ledit capot de guidage d'écoulement (6) est une structure creuse et comprend une pluralité de bossages de déviation (61) et une pluralité de bandes de guidage d'écoulement (62) pour disperser uniformément le liquide de refroidissement s'écoulant dans ledit capot de guidage d'écoulement (6) dans une zone circonférentielle à l'intérieur dudit capot de guidage d'écoulement (6) le long de l'orientation dudit capot de guidage d'écoulement (6),

dans lequel ledit capot de guidage d'écoulement (6) est fixé à une plaque de pression d'extrémité agencée sur l'extrémité dudit noyau de stator (3),

dans lequel ledit liquide de refroidissement dans ledit capot de guidage d'écoulement (6) s'écoule dudit noyau de stator (3) via des trous ou des fentes agencés dans ladite plaque de pression d'extrémité et s'écoule dans la direction dudit enroulement de stator (4) par l'action combinée desdits bossages de déviation (61), desdites bandes de guidage d'écoulement (62) et de la gravité, et

dans lequel ladite plaque de pression d'extrémité est formée par une lamination desdites tôles magnétiques (31, 32).

2. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon la revendication 1, dans lequel ledit système de refroidissement comprend en outre :

un capot d'accumulation d'écoulement (7) monté dans ledit carter de moteur (2) et fixé à une plaque de pression d'extrémité sur l'extrémité dudit noyau de stator (3), s'éloignant dudit noyau de stator (3) à partir de l'extrémité dudit noyau de stator (3) et convergeant progressivement le long de la direction axiale dudit noyau de stator (3), pour recevoir une portion du liquide de refroidissement tombant de l'extrémité dudit enroulement de stator (4), dans lequel ledit capot d'accumulation d'écoulement (7) ne couvre qu'une portion de la partie inférieure de l'extrémité dudit noyau de stator (3) le long de la direction verticale, ledit capot d'accumulation d'écoulement (7) s'étend le long de la direction axiale du noyau de stator (3) sur une distance supérieure à celle sur laquelle la portion d'extrémité dudit enroulement de stator (4) s'étend le long de la direction axiale dudit noyau de stator (3) à l'extérieur dudit noyau de stator (3) ; et

une sortie de liquide de refroidissement (10) agencée au bas dudit capot d'accumulation d'écoulement (7) pour exporter le liquide de refroidissement dudit capot d'accumulation d'écoulement (7) afin d'éviter une immersion prolongée du liquide de refroidissement dans ledit moteur d'entraînement pendant l'arrêt du fonctionnement dudit moteur d'entraînement,

dans lequel ledit capot d'accumulation d'écoulement (7) est configuré de sorte que le liquide de refroidissement à l'intérieur de celui-ci s'écoule depuis ladite sortie de liquide de refroidissement (10), ou de sorte que le liquide de refroidissement déborde dudit capot d'accumulation d'écoulement (7) après le remplissage dudit capot d'accumulation d'écoulement (7).

3. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon la revendication 2,
dans lequel lesdites bandes de guidage d'écoulement (62) font saillie de l'intérieur dudit capot de guidage d'écoulement (6) le long de la surface intérieure dudit capot de guidage d'écoulement (6) et s'étendent vers ledit capot d'accumulation d'écoulement (7) pour amener le liquide de refroidissement passant à travers lesdits bossages de déviation (61) à s'écouler le long de l'orientation dudit capot de guidage d'écoulement (6) ou desdites bandes de guidage d'écoulement (62) et à tomber sur l'extrémité dudit enroulement de stator (4).

4. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon l'une quelconque des revendications 1 à 3, dans lequel le liquide de refroidissement dans ledit capot de guidage d'écoulement (6) est distribué directement par une pompe à huile à moteur.

5. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon l'une quelconque des revendications 1 à 3, dans lequel :

lesdites tôles magnétiques (31, 32) sont de forme annulaire, et

ladite configuration de guidage d'écoulement (5) est formée par une lamination desdites tôles magnétiques (31, 32) pour permettre au liquide de refroidissement de s'écouler autour du périmètre extérieur desdites tôles magnétiques (31, 32).

6. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon la revendication 5, dans lequel :

lesdites tôles magnétiques (31, 32) adjacentes sont déviées d'un premier angle circonférentiel le long de la direction circonférentielle dudit noyau de stator (3), et

lesdites tôles magnétiques (31, 32) sont agencées avec des languettes sur leur circonférence extérieure pour former lesdites régions de déviation (51).

7. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon la revendication 6, dans lequel :

lesdites régions de déviation (51) comprennent une pluralité de régions de sous-dérivation, lesdites languettes sont réparties de manière centrale dans ladite pluralité de régions de sous-dérivation, le nombre desdites languettes incluses dans chaque région de sous-dérivation est n n'étant pas inférieur à 2,

chacune desdites languettes s'étend selon un deuxième angle circonférentiel (α) le long de la direction circonférentielle,

l'angle entre les côtés correspondants desdites languettes adjacentes est un troisième angle circonférentiel (β), et

l'angle entre lesdites régions de sous-dérivation adjacentes est un quatrième angle circonférentiel (γ).

8. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon la revendication 7, dans lequel :

ledit système de refroidissement est configuré pour satisfaire : γ > (n - 1) * β + α, n ≥ 2, et

lesdites régions de convergence (52) s'étendent le long de la direction circonférentielle à un angle circonférentiel non inférieur au quatrième angle circonférentiel.

9. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon la revendication 8, dans lequel lesdites régions de déviation adjacentes (51) sont espacées les unes des autres selon un angle circonférentiel pour former lesdites régions de convergence (52).

10. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon la revendication 7, dans lequel :

lesdites tôles magnétiques (31, 32) sont agencées avec des fentes pour former lesdites régions de convergence (52),

lesdites languettes agencées sur lesdites tôles magnétiques (31, 32) s'étendent dans une direction circonférentielle et comprennent une pluralité de trous dans celles-ci, ladite pluralité de trous comprenant un trou court (322) et un trou de longueur moyenne (323) pour former lesdites régions de déviation (51),

l'angle circonférentiel entre lesdits trous adjacents est un deuxième angle circonférentiel (α), l'angle circonférentiel dudit trou court (322) est la différence entre ledit troisième angle circonférentiel (β) et ledit deuxième angle circonférentiel, et

l'angle circonférentiel dudit trou de longueur moyenne est un quatrième angle circonférentiel (γ).

11. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon la revendication 7, dans lequel :

lesdites tôles magnétiques (31, 32) sont agencées avec deux fentes, lesdites languettes s'étendant dans une direction circonférentielle depuis une dite fente à une autre dite fente, lesdites languettes comprenant un trou court (322), un trou de longueur moyenne (323) et un trou long (324),

ledit trou court (322) et ledit trou de longueur moyenne (323) sont utilisés pour former lesdites régions de déviation (51),

ledit trou long (324) et ladite fente sont utilisés pour former lesdites régions de convergence (52), l'angle circonférentiel entre lesdits trous adjacents dans lesdites languettes est un deuxième angle circonférentiel (α),

l'angle circonférentiel dudit trou court (322) est la différence entre ledit troisième angle circonférentiel (β) et ledit deuxième angle circonférentiel, et

l'angle circonférentiel dudit trou de longueur moyenne est un quatrième angle circonférentiel (y).

12. Moteur d'entraînement (1) d'un véhicule à carburant alternatif selon l'une quelconque des revendications 1 à 3,
dans lequel ladite configuration de guidage d'écoulement (5) comprend des languettes usinées sur le côté intérieur dudit carter de moteur (2) pour permettre au liquide de refroidissement de s'écouler sur le côté intérieur dudit carter de moteur (2).

Drawing